JPS61112718A - Regeneration apparatus of diesel particulate oxidizer - Google Patents

Abstract

PURPOSE:To enable a Diesel particulates oxidizer to be regenerated according to the wide range running condition of an engine by utilizing a bypass path to raise exhaust temperature. CONSTITUTION:A Diesel particulates oxidizer 5 is provided in an exhaust path 4. When a regeneration period detecting means 10 detects the regeneration period, a switch valve 133 provided in a communicating path 4a for regeneration period is opened through a regeneration aid controlling means ECU. At the same time a fuel injection vlave 131 and a heater 132 are operated so that the temperature of said oxidizer in the beginning of regeneration can be raised for a short time.

Description

Detailed Description of the Invention [Field of Industrial Application] The present invention relates to a diesel particulate oxidizer (hereinafter referred to as oxidizer J or "DPOJ") installed in the exhaust system of a diesel engine. Related to regeneration equipment. [Prior art] Particulates, which are combustible and fine carbonized compounds, are rarely found in the exhaust gas of diesel engines, and this is the main cause of black smoke from the diesel engine. Particulates spontaneously ignite and burn when the vehicle is running at high speed and under high load if the temperature reaches 500°C or higher (hereinafter referred to as ``self-combustion''), but if the temperature does not reach 500°C during steady driving. When the vehicle is idle or when the vehicle is idling (accounting for 9111 or more when the vehicle is operating), it is directly released into the atmosphere. However, since particulates may be harmful to the human body, in recent years there has been much research into installing diesel particulate oxidizers in the exhaust passages of vehicle diesel engines. By the way, when this DPO is used, it tends to collect and deposit particulates, and the exhaust passage becomes narrow.
Promote re-burning of particulates to regenerate PO 8! Research on the structure is also active. Such a regeneration auxiliary mechanism may, for example, retard the fuel injection timing! However, depending on the ennon condition, it is desirable to prohibit the promotion of regeneration of the diesel particulate oxidizer. However, if the DPO is regenerated when the engine is under high load (near the accelerator fully open), the acceleration performance of this engine (the acceleration performance of a vehicle equipped with the engine) will deteriorate. [Problems to be Solved by the Invention] In such a conventional diesel particulate oxygen regeneration device, under certain busy conditions (for example, when left idle for several days), when attempting to regenerate the DPO, , the exhaust temperature from Ennon did not rise enough, and the DPO
Diesel particulates attached to the engine are not incinerated, so there is a risk that the DPO will become clogged. For this reason, the conventional regeneration device of the Diesel Patikiere F Oxyguiza forces the engine to a high idle state when the vehicle is stopped. It is also possible to install a diesel particulate incineration device that increases the engine speed (for example, 300 Orpm), but creating such a high idle state may cause the engine noise to become high and make the driver feel uneasy. If the engine is retarded, aldehyde and the like are temporarily generated in the exhaust gas, which causes problems in terms of marketability, such as a bad odor. The present invention aims to solve these problems, and by increasing the temperature of the exhaust gas supplied to the diesel particulate oxidizer, the temperature of the diesel particulate oxidizer can be adjusted according to a wide range of operating conditions of the engine. Regeneration of diesel particulate oxidizer, which enables regeneration of diesel particulate oxidizer! ! The purpose is to provide a [Means for solving the problem] For this reason, the diesel particulate oxidizer regeneration device of the present invention includes
It is equipped with a diesel particulate oxidizer consisting of a filter disposed to collect particulates discharged from the combustion chamber of the diesel engine and a catalyst supported on the filter, and also regenerates the diesel particulate oxidizer. In order to promote this, the diesel particulate oxidizer is provided with a regeneration auxiliary mechanism capable of supplying high temperature gas for particulate combustion containing oxygen to the diesel particulate oxidizer, and a regeneration auxiliary mechanism control means for controlling the operation of the regeneration auxiliary mechanism. , a regeneration time detection means is provided for detecting the regeneration time of the diesel particulate oxidizer according to the loading amount of particulates in the diesel particulate oxidizer; In order to supply atomized fuel, a communication passage for regeneration is provided to connect the exhaust passage upstream of the diesel particulate oxidizer and the combustion chamber, and an on-off valve and a fuel injection valve are provided in the communication passage. A valve and a heater are inserted, and the regeneration auxiliary lfi structure control means, in response to a regeneration time detection signal from the regeneration time detection means,
It is configured to output a regeneration control signal that causes the regeneration assist mechanism to perform regeneration assistance, and to output a control signal that starts the opening operation of the on-off valve and each operation of the fuel injection valve and heater. It is characterized by [Function] In the diesel particulate oxidizer regeneration device of the present invention described above, when the regeneration time of the diesel particulate oxidizer is detected by the regeneration time detection means,
A regeneration time detection signal is sent from the regeneration time detection means to the regeneration auxiliary mechanism control means, which activates the regeneration auxiliary mechanism, supplies high temperature gas containing oxygen to the diesel particulate oxidizer through the bypass passage, and opens the on-off valve. At the same time as operating the fuel injection valve and heater,
Atomized fuel is supplied to the diesel particulate oxidizer to raise the temperature of the diesel particulate oxidizer in a short time at the time of starting regeneration. [Examples] Examples of the present invention will be described below with reference to the drawings.
1 to 23 show a regeneration device for a diesel particulate oxidizer as a first embodiment of the present invention, FIG. 1 is an overall configuration diagram thereof, FIG. 2 is a block diagram thereof,
Figure 3 is a graph showing its effect, and Figure 4 is a book! If!
Fig. 5 is a diagram of its hydraulic system, Fig. 6 is a cross-sectional view showing a solenoid timer with a built-in check pulp in the injection pump, and Fig. 7 is its hydraulic system. 8 is a sectional view showing a modified example of the servo pulp timer piston, FIG. 9 is a sectional view showing a modified example of the timer piston, and FIGS. 10(a), ( b,)
are both required advance angle characteristics (required fuel injection timing characteristics)
Fig. 11 is a graph showing the amount of particulates accumulated in the DPO, Fig. 12 is a graph showing the relationship between the DPO upstream exhaust temperature and the addition coefficient, and Fig. 13 is the graph showing the amount of particulate matter accumulated in the DPO. Graphs for explaining the operation of the mechanism, FIGS. 14(a) and 14(b) are graphs showing the required advance angle characteristics, and FIG. 15 is a graph for explaining the operation of the regeneration assist mechanism. Figures 16(a) and 1(b) are graphs for explaining duty control, and the 17th to
23 are all 70-charts showing the control procedure of this device, and FIGS. 24 to 29 show a regeneration timing control device for a diesel particulate oxidizer as a second embodiment of the present invention. The figure is a sectional view showing an electronically controlled injection timing VE pump, Figure 25 is a 70-chart showing its control procedure, and Figures 26 to 29 are all VE pumps.
It is a graph for explaining trap action. In the first embodiment of the present invention, as shown in tIS1-6, a diesel engine E is equipped with a built-in timer equipped with a solenoid timer ST as an on-off valve and a retard pulp RV as a fuel injection timing v4 adjustment means. A distribution type injection pump 17 is provided, and this diesel ennon E
The cylinder block 11 has a main chamber formed by the cylinder head 21 and a piston (not shown), and an auxiliary chamber (not shown) formed in the cylinder hood 2 and communicating with the main chamber. Further, an intake passage 3 is connected to the main chamber of the second diesel engine E via an intake valve (not shown), and an exhaust passage 4 is connected to the main chamber via an exhaust valve (not shown).
This exhaust passage 4 is equipped with a diesel particulate oxidizer (DPO) that captures particulates in the exhaust gas.
) 5 is interposed. Note that particulates here refer to combustible fine particles mainly composed of carbon and hydrocarbons, with an average diameter of about 0.3μ and a temperature of approximately 500°C or higher (350°C or higher in the presence of an oxidation catalyst). self-ignites. In addition, the trap carrier for DPO5 is a 7-ohm deep-bleed heat-resistant ceramic with a catalyst containing platinum, buff crumb, or rhodium inside (this is two flat plates with a cross-sectional shape of A metal salt [Cu(NOs)z] is used. CuCL, NHlBos], denride [LiFl ν1 is a catalyzed silica alumina ceramic (SAL) consisting of platinum chloride HiPtC1g,
Hereinafter, this diesel particulate matter collection member will be abbreviated as DPO (diesel particulate matter). In the exhaust passage 4, a bypass passage 4a serving as a regeneration layer communication passage communicates between the upstream side of the turbine 7b of the turbocharger 7 and the casing near the upstream of the DPO 5.
The bypass passage 4a is connected to the turbocharger 7 so as to supply exhaust gas to the DPO 5.The bypass passage 4a is connected to the Kanakura IL (Platinum). Warm Up Catalytic Converter (Warm Up Catalyst)
yticCo++vcrLcr+]・Tosato [W
/UCCJ, 111, ) 130 is inserted, and a conventionally known catalytic converter for gasoline engines is used as the 7-ohm catalytic converter 130. Furthermore, an electric heater (including a glow plug) H32 is provided downstream of the ohm-up catalytic converter 130 in the bypass passage 4a and receives the voltage from the buffer battery B. An innojector 131 is inserted into the side wall of the bypass passage 4a and is configured to inject fuel into the bypass passage 4a in response to a control signal from the ECU 9.
Furthermore, an on-off valve 133 is inserted in the bypass passage 4a on the upstream side of the innoecta 131, and a solenoid 133a of this on-off valve 133 is connected to the ECU 9, which will be described later.
Controls the opening and closing of the on-off valve 133 in response to a control signal from the
Communication with the bypass passage 4a is cut off. This on-off valve 133 is always closed and blocks the bypass passage 4a. Innoecta 131 and electric heater 132 ↓9, W/
Atomized fuel is supplied to the exhaust passage 4 near the upstream side of the UCC 130. Note that the innoecta 131 may be disposed on the upstream side of the turbine 7b of the turbocharger 7. DPO5 communicates with the atmosphere via 77fu6,
At all times (when not regenerating), exhaust gas from the Ennon E is received via the turbocharger 7 and the heat insulator W8. Exhaust pressure sensors 10 are attached to the exhaust passages 4 on the inflow and outflow sides of the DPO 5 through electromagnetic switching valves 11 and 12, respectively, for detecting the exhaust pressure at that position and outputting a detection signal to the ECU 9, which will be described later. Each electromagnetic valve 11.12 is connected to an electronic control unit (ECLI) 9 as a regeneration assisting mechanism constituted by a combinator or the like.
control signals from the respective solenoids lla, 12i
1, and by controlling the valve bodies 11b and 12b by suction, when the valve body 11b is in the protruding state, the F-filter 13
When the valve body 11b is in the suction state and the valve body +2
In the protruding state of b, the downstream (outlet) exhaust gas pressure P of DPO5
2, when the valve bodies flb and 12b are in the suction state, the upstream (inlet) exhaust gas pressure P1 of the DPO 5 is detected. These downstream (outlet) exhaust gases and upstream (inlet) exhaust gases are supplied to the electromagnetic valve 12 via a forter trap (steam/moisture #l container) 49, and this water trap 49 prevents them from wandering. Moisture and soot in the gas are removed. Exhaust passage 4 close to the inlet (upstream) of DPO 5
A temperature sensor (thermocouple) 14 is provided at the DPO inlet to detect a large temperature Tin.
The detection signal from is input to the ECU 9. Furthermore, inside the DPO5, the temperature Tf(
In particular, a temperature sensor (thermocouple) 15 is provided to detect the filter head temperature), and a temperature sensor (thermocouple) 15 is provided to detect the filter head temperature (
A temperature sensor (thermocouple) 16 for detecting the DPO output temperature To is provided in the exhaust passage 4 adjacent to the downstream), and each of these temperature sensors 15. Detection from IG 4
No. 3 is manually powered to ECU9. The fuel injection pump 17 attached to the engine E is
The fuel injection timing can be adjusted by the fuel injection timing control means 18, which constitutes the regeneration assisting mechanism control means, which receives the control signal from the CU 9. An injection pump lever opening sensor (load sensor) 19 is attached to the injection pump 17 and outputs the injection pump lever opening to the ECU 9. Further, an engine rotation speed sensor 20 is provided as an engine state sensor that detects the rotation speed N of the engine E. The intake manifold fixed to Ennon E, and the intake passage 3 formed by the intake pipe, etc., are connected to the upstream side (atmosphere I).
In order from II), an F-clease, a compressor 7m of the turbocharger 7, and an intake throttle valve 21 as an intake negative pressure changing means are arranged. The intake throttle valve 21 is driven to open and close by a diaphragm type pressure response device 22. The pressure response device 22 includes an atmospheric passage 24 that introduces atmospheric pressure Vat through an air filter 23 into a pressure chamber 22 c partitioned by a diaphragm 2211 connected to a loft 22 a that drives an intake throttle valve 21 , and a vacuum pump 25 that leads atmospheric pressure Vat to a pressure chamber 22 c that is connected to a loft 22 a that drives an intake throttle valve 21 . Vacuum passage 2 that leads vacuum pressure V vac
6 are connected to each other, and these passages 24.
26 are respectively provided with an electromagnetic switching valve 27 and an electromagnetic on-off valve 28. and the twist/id 27a of each solenoid valve 27,28. When a control signal by duty control is supplied to 28a from the ECU 9, each valve body 27b, 28b is controlled to suck, thereby reducing the negative pressure supplied to the pressure chamber 22c of the pressure response device 22. is adjusted and the rod 22
a is drawn in appropriately to control the amount of restriction of the nine intake throttle valves 21. Further, one end of a passage 29 for exhaust gas recirculation (hereinafter referred to as EGR) is opened in the lower tlL@intake passage 3 of the intake throttle valve 21. Further, the other end of the EGR passage 29 opens on the downstream side of the exhaust manifold of the exhaust passage 4. car
It is designed to be driven to open and close by. Pressure response device! 31 is a rod 31a that drives the EGR valve 30.
A pressure chamber 3 partitioned by a diaphragm 31b connected to
1c, an atmospheric passage 33 for introducing atmospheric pressure Vat through the F-filter 32, and a vacuum pressure passage 34 for introducing the vacuum pressure V vac from the vacuum pump 25 are connected to each other. , an electromagnetic switching valve 35 and an electromagnetic switching valve 36 are interposed respectively. and the solenoid 35a of each solenoid valve 35,36. 36&, when a control signal by duty control is supplied from the ECU 9, each valve body 35b, 36b is controlled to suck, thereby reducing the negative pressure supplied to the pressure chamber 31c of the pressure responsive device 31. is adjusted to IpI, the rod 31a is retracted appropriately, and the opening degree of the EGR valve 30 is controlled. ECU from sensor 45
9 is detected by the feedback signal to EGR valve 3.
The opening degree of 0 is the rod 31af of the pressure responsive device 31)! l
ECU from the boss a sensor 39 that detects 1lJ
Detected by the feedback signal to 9. When a control signal is supplied from the ECU 9 to the solenoid 37a of the electromagnetic valve 37, the valve element 37b is suction-controlled.
Intake pressure downstream of the intake throttle valve 21 is supplied to the pressure sensor 38 through a passage 40 provided with a passage 9', and when the valve body 37b of the solenoid valve 37 protrudes, atmospheric pressure from the air filter 41 is supplied to the pressure sensor 38. be done. Furthermore, the injection pump 17 is equipped with a diaphragm-type pressure response device f! as an idle-up 7-cut unit that constitutes the idle-up mechanism. 46 are provided. This pressure response device fi! 46 is equipped with a diaphragm 46b connected to a loft 4Gm that drives an idle-up control section in the injection pump 17, and a pressure chamber 46e partitioned off by this Gui 77 ram 46b is equipped with an electromagnetic on-off valve (hereinafter referred to as A solenoid valve 47 (referred to as an "electromagnetic valve") is connected as needed, and this solenoid valve 47 connects the pressure chamber 46c and the vacuum pump 25 or the F filter 48 as appropriate, and normally connects the air filter 48 and the pressure It communicates with the chamber 46c. When a control signal is supplied from the ECU 9 to the idle-up actuator control lever 47a of the solenoid valve 47, the valve body 47b is controlled to be suction-controlled.
The pressure (negative pressure) supplied to the pressure chamber 46c of No. 6 is adjusted, and the loft 46a is appropriately retracted, so that the idler has a 7-tubular shape!
! ! (The high-speed idle condition is controlled.) Furthermore, the particulates collected in the DPO 5 are The fuel injection timing control means 18, which constitutes a regeneration auxiliary mechanism that can regenerate DPO5 by burning, is configured to control the fuel injection timing of the injection pump 17 from a retard device that retards the fuel injection timing of the injection pump 17.
δ is formed. Here, since the injection pump 17 is configured as a distribution type injection pump, the fuel injection timing control means 18 drives the timer piston with the oil pressure (fuel pressure) from the hydraulic pump to connect the cam plate and the loaf. Hydraulic automatic timer (internal timer) to move relative position
is used. Note that the driver operates the accelerator pedal to increase the fuel injection amount to correct the decrease in output due to the delay in injection timing. The second hydraulic automatic timer constitutes a VE type timer equipped with a load sensing timer mechanism, as shown in Figs. 4 to 7, and the load sensing timer 8! The groove is configured as shown in FIG. 24 of the second embodiment described later. The hydraulic automatic timer is a hydraulic timer that is operated by the fuel pressure in the pump chamber 51 controlled by the regulating pulp 50, and the timer piston 52 is installed in the pump housing 53 so as to be perpendicular to the pump drive shaft 54. The movement of the timer piston 52 rotates the cylindrical roller ring 57 via the slide bin 56 due to the balance between the change in the oil pressure and the spring force of the timer springs 55m+55b and sliding in the timer hugh song 53. It can be converted into movement. The timer spring 55a155b is the timer piston 52
When the engine speed increases, the fuel pressure in the pump chamber 51 increases and the timer piston 5
2 is pushed by overcoming the timer spring force, and the movement of the timer piston 52 causes the roller ring 57 to rotate in a direction opposite to the direction of rotation of the drive shaft, thereby advancing the injection timing. Then, the oil supplied from the chambers 5 and 1 flows into the plunger 63.
The pressure becomes high at the point, and the fuel is supplied to the fuel injection nozzle 65 via the delivery pulp 64. In addition, the high pressure chamber 124 and the low pressure chamber 12 of the timer piston 52
Hydraulic passages 67a and 67b are provided which can communicate with the solenoid timer (opening/closing valve) ST. A check pulp 60 is interposed to improve the rise in oil pressure, and a hydraulic passage 6 between the check pulp 60 and the switching boat 59 is provided.
7a communicates with an oil tank 62 via an over 70-orifice 61. Further, oil is supplied from the oil tank 62 to the pump chamber 51 by a feed pump 58. As shown in FIG. 6, the main body of the solenoid timer ST includes a check pulp 60 and an over-orifice 61, and the pressure oil supplied from the pump chamber 51 passes through the valve body 60m of the check pulp 60. It is opened against the spring 60b and supplied to the switching boat 59. When the control IJ is not supplied to the switch/id 59a of the solenoid timer ST (when it is off), as shown in FIG.
9 is open, middle advance at partial time (M
) characteristic, and when the control l signal is supplied to the valve id 59a and is F'L (when on), the valve body 59a is in the sixth position.
Moving to the right in the figure, the switching boat 59 has a so-called ``air span'' (H) characteristic. Note that the over 70-orifice 61 is a phosphorus-shaped oil passage 6.
Connected to 1&. The hydraulic passage 67b is provided with an orifice 66 and a retard pulp RV serving as an opening valve.The retard pulp RV receives a control signal from the EC1J9 and operates as shown in FIG. 10(b). It is possible to switch between the No. 1-7 dopant (H) characteristic and the low-7 dovance (L) characteristic. As shown in Figure #17, the timer piston 52 receives pressure oil from the pump chamber 51 through the oil passage 52& into the high pressure chamber 124, and receives this oil pressure and the springs formed by the two springs 55a and 55b on the low pressure chamber 125 side. Due to this force, the position of the timer piston 52 is changed to 31!5E', which causes the roller ring 57 to rotate 11! and the fuel injection timing is set to llIg. That is, the stopper 7 fixed to the timer piston 52
A soft second timer spring 55b is interposed between the stopper 71 and the retainer 68, and when the hydraulic pressure increased by starting the Ennon E is supplied to the high pressure chamber 124, the stopper 71 and the retainer 68 come into contact with each other. , timer piston 52
As shown in FIG. 10(b), the fuel injection timing changes to 5° ATDC (After Top Death).
CenLer) and Naro. Then, as the oil pressure increases appropriately by the load sensing timer mechanism according to the rotation speed of Ennon E, the first timer spring 55m is compressed, and the timer piston 52 moves to the left in FIG. . That is, the retainer 68 is slidably inserted into the rod 69, and the first timer spring 55a is in a compressed state and held between the retainer 68 and the shim 70, which are locked by the snap ring 69m. Figure 10 (b
As shown by the symbol CL in ), the characteristic of constant injection timing can be obtained when the engine speed is from N1 to N2 (>Nl). Note that the reference numeral 72 in FIG. 7 indicates a 0 ring. By the way, Fig. 8.9 shows a modification of the timer piston, in which a servo pulp type timer piston and a high pressure chamber 77 are shown.
By matching the angle with the strain/idle valve 85 that relieves the hydraulic pressure supplied to the hydraulic pressure, it is possible to obtain almost the same effects as in the above-mentioned embodiment. This modification will be described in detail below. As shown in FIG. 8, the servo pulp type timer 74 slides within the pump housing 75 in a direction perpendicular to the bombardment pusher 754 and connects it to the fuel injection timing control roller ring 5.
It is equipped with a timer piston 76 that rotates 7. Note that a roller ring 57 is connected to a recess 76m formed in the timer piston 76 via a spherical pin 56. In addition, a timer piston high-pressure chamber (hereinafter simply referred to as "high-pressure chamber") 77 as a pressure chamber whose wall surface is one end surface of the timer piston 76 is formed in the bompuhaunong 75 (the part of the first Nikuimahaunong). At the same time, a timer piston low pressure chamber (hereinafter simply referred to as "low pressure chamber") 78 is formed, the other end surface of the timer piston 76 being one wall surface. A recess 76b is formed in the other end surface of the timer piston 76, and a servo pulp 79 is fitted into the recess 76b. This servo pulp 79 has two run V sections 79m, ? 9b, the passage 80 leading to the high pressure chamber 77 is connected to the fuel pressure supplied from the passage 81 leading to the pump chamber 51 (this pressure corresponds to the engine speed,
The pressure increases as the engine speed increases, and decreases as the engine speed decreases). Note that the passages 80 and 81 are bored within the timer piston 76. Further, the passage 81 communicates with a passage 83 provided with a throttle 84 and connected to the pump chamber via a connecting passage 82 . One end of a passage 86 in which an electromagnetic switching valve (hereinafter referred to as "strain/id valve") 85 is interposed is connected to the downstream side of the throttle 84 portion of the passage 83, and the other end of this passage 86 is It communicates with the reservoir side (low pressure side). Note that ridges 87 and 88 are provided on the upstream and downstream sides of the solenoid valve 85, respectively. Therefore, when the solenoid valve 85 is closed, the pump chamber 5
The fuel pressure from the pump chamber 51 is supplied to the passage 81 without being reduced in pressure, but when the solenoid valve 85 is opened, the fuel from the pump chamber 51 passes through the passage 86 to the reservoir 1 m1 (upstream of the eight feed pumps shown in FIG. 9). side), and either no fuel pressure acts on the passage 81, or fuel pressure that is reduced by a desired value by appropriately adjusting the amount of restriction of the throttles 84, 87, 88 acts on the passage 81. The hydraulic system including the hydraulic power, mWr83.86, etc., and the fuel supply system is the same as that shown in FIG. 9 with the retard pulp, orifice, and passageway removed. Furthermore, as shown in Fig. 8, the first part of servo pulp 79 is
A soft first spring 95 is loaded between the spring receiver portion 79c and the spring receiver portion 94a of the stopper member 94 attached to the cover 92 via a shim 93. When the fuel pressure is acting on the - passage 81, this first spring 95 cooperates with the fuel to maintain the timer until the engine speed reaches the tA1 set value N1 [see Fig. 10(b) 1]. It moves the piston 76 to the advance side (to the left in FIG. 8), and its specific action will be described later. Further, the servo pulp 79 is formed with a 141 portion 79e that extends toward the stopper member 94 side.
The 70-ting spring receiver, which is separably fitted into the ring member 96 fixed to the tip of the 41 part 79e, is between the member 97 and the second spring receiver of the servo pulp 79 is the part 79d. is loaded with a second spring 98 which is harder (and has a smaller diameter) than the first spring 95. In other words, the first spring 95 and the second spring 98 are arranged doubly. Spring 9
8 is a second set value N2 which is larger than the first set value N1 in cooperation with the fuel when fuel pressure is acting on the passage 81 [see FIG. 10(b)] Until then, the timer piston 76 is maintained in the state when the engine speed is at the first set value N1, and when the engine speed exceeds the second set value N2, the timer piston 76 is further moved to the advance side. The specific effect will be described later. The 70-ring spring bearing member 97 is adapted to engage with the stopper member 94 when the timer piston 76 moves toward the advance side by a predetermined amount. In the fuel injection pump 17 equipped with such a servo pulp timer, when the solenoid valve 85 is turned off (opened), the fuel pressure becomes low through the passage 86, so that the fuel pressure decreases regardless of the engine speed. , the fuel pressure applied to the passage 81 decreases, the pressure inside the high pressure chamber 77 decreases, and the timer piston 76 is pushed to the right in the tlS7 diagram by the mimi spring 9, resulting in low 7 advance (full retard).
position. In this state, the pressure inside the passage 81 does not increase even if the engine speed increases, so the full retard state is maintained regardless of the engine speed. In other words, it is possible to set a low 7 advance characteristic as shown by the symbol L''ch in FIG. By setting the retardation amount α, the increase ΔQ in the fuel injection amount per stroke significantly reduces the thermal efficiency of the engine E, so that it does not appear as an increase in the average effective pressure as the effective work of the engine E.
released as heat loss. In other words, the amount of heat equivalent to the total fuel fiQ per stroke is the sum of the amount of work and heat loss, but here, the amount of heat equivalent to the fuel increase amount ΔQ is changed by setting the retard amount α.
All of this is released as heat loss, suppressing the increase or decrease in the amount of work itself.However, the temperature rises due to the heat loss, and the combustion heat generated when incomplete combustion products are oxidized by the catalyst on the DPO5. causes the temperature to rise. Therefore, by delaying (retarding) the injection timing as described above, the wandering temperature becomes higher at the same output operating point, and the particulates on DPO5 can be combusted, and DPO5 can be regenerated. . When the regeneration of the DPO 5 is completed, a signal for closing the solenoid valve 85 is output from the ECU 9. At this time, the ECU 9 also outputs a signal for setting the intake throttle valve 21 to a predetermined opening degree. When the solenoid valve 85 closes, fuel pressure corresponding to the engine speed acts on the passage 81. As the engine speed increases, the timer piston 7
6 moves. That is, as the engine speed increases, the pressure in the passage 81 increases and this pressure acts on the high pressure chamber 77 through the servo pulp 79, so the timer piston 76 contracts the first spring 85 and moves as shown in FIG. Move to the left (advanced angle side). This advances the fuel injection timing. When the working/non-rotating speed reaches the first set value Nl, 70
- Since the member 97 comes into contact with the stopper member 94, the urging force of the second spring 98 is also applied to the timing spring receiver.Thereby, the timer piston 76 maintains the state when the engine speed is at the first set value N1. In other words, the timer piston 76 does not move for a while and maintains a certain retarded state.Furthermore, the engine speed increases and the pI42 set value N2
When the timer piston 76 reaches both springs 95.
98 while moving to the left (advanced angle side) in FIG. When the enon rotational speed further increases, the tip of the idle portion 79g of the servo pulp 79 hits the stopper member 94, and the timer piston 76 stops moving again. Note that even if the engine speed increases further, the timer piston 76 does not move. In this way, a high advanced characteristic as shown by the symbol H in FIG. 10(b) can be set. Note that when the engine speed decreases by C°, the route is reversed to that described above. In this way, even if the main part is mechanical,
By opening and closing the strain/id valve 85, at least 2
Therefore, H can be set depending on the fuel injection timing characteristics of the fuel injection timing. Further, as shown in FIG. 8, a spring 107 that elastically supports the stopper member 94 can be provided within the cover 92''. In this way, even when the timer piston 76 is at full retard, the spring 107 The timer spring 76 can be biased, and as a result, the operation at full retard is stabilized.When the spring 107 is added in this way, the initial advance angle characteristic in the high advance characteristic H shown in FIG. 10(b) Note that the reference numeral 44 in Fig. 1 indicates a temperature sensor that detects the engine temperature (cooling water temperature in this case) as an ennon state sensor, and the reference numeral 42 in Fig. 2 simply indicates 43 indicates a clock, and 127 indicates a zoning lamp as a warning light.The diesel particulate oxidizer regeneration device as an embodiment of the present invention is constructed as described above. The control general 70 for the entire system is as shown in Fig. 17. First, turn on the key switch (for example, the accessory position
When it is set to ``It'', the system starts operating, reads the regeneration flag, forced regeneration flag, etc. (step al), and reads from the memory under what conditions the key was turned off in the previous operating state. As a result, if the regeneration flag is on and the forced regeneration flag is off (steps a2 and a3), the regeneration control is turned down by controlling the injection timing and intake throttle amount (step a4). Check whether playback has finished or not.
It is detected by the pressure loss of PO5 (step a5). Further, if the regeneration flag is on and the forced regeneration flag is on, forced regeneration control is performed by retarding the injection timing, controlling the intake throttle, and controlling the atomized fuel supply (step a9). , it is detected whether the forced regeneration has ended or not based on the state of the timer and the pressure drop state of the DPO 5 (step alO). Furthermore, if the regeneration flag is off, normal injection timing control and EGRIII are performed (step &7), and based on the integrated value of diesel particulate rate, pressure drop of DPO, etc., it is determined that it is time for regeneration. Detection is performed (step a8.). When the end of regeneration control or forced regeneration control is detected and after determining the regeneration timing, it is determined whether the key is off (step a6), and if the key is on, step a2 is performed again. Processing starts from. That is, during non-reproduction, processing 70- (steps a2→17→a8→a6) is executed, and a state of waiting for the reproduction flag or forced reproduction flag to be turned on continues. As shown in FIG. 18, the playback timing detection process 70-
Detecting the playback time and turning on the playback flag 1170
− is. First, the valve body 11b is opened by sending a control signal to the valve/id lla, 12a, and the pressure P on the downstream side of the DPO5 is controlled by the pressure sensor 10 using the valve body 12b as a lever.
, (ΔPi) is detected (step bl), and the valve body 1
2b is opened and the pressure sensor 10 detects the pressure p+ (Δp+) on the upstream side of the DPO 5 (step b3), and the valve body flb is closed and the pressure sensor 10 detects the atmospheric pressure P0. Then, from these, the main muff pressure drop (Pi-P6) and the DPO pressure drop (P, -P,) are determined (step b2゜b
3) As shown in Figure 11, the main muff pressure loss and DP
For example, when the boundary line corresponding to the loading amount of 70tr of Patikieret (Pet) moves from area C2 to area C5, YES is determined in step b4, and regeneration 7 blowfish is turned on ( step b6)
. If the determination is not YES, the playback flag is turned off (step b5), but once playback is started, the playback timing detection process 70- does not include 70-, so the playback status is When there is a main muff pressure loss and a DPO pressure loss in the region C2 shown in FIG. 11 at =, the state of the regeneration flag is maintained as it is (step b5). Incidentally, in step b4, Pc according to the above-mentioned map is
Without determining the loading amount of t, the DPO pressure drop Δ
It may be determined whether P1 is equal to or higher than the set pressure for starting regeneration. The average value of the measured values or the one subjected to other statistical processing may be used. As shown in FIG. 19, the playback time end detection process 1170- performs step b1 to step b1 of the playback time detection path 11A70-.
In the same way as b3, the main muff pressure loss (P x - P
o) and the DPO pressure drop (P, -Ps) are determined (steps c1 to e3), and as shown in FIG.
The boundary line corresponding to the loading amount of 20g in t) is defined as area C.
2 to area C1, YE is selected in step c4.
S is determined, and the playback 72g is turned off (step c
5). If the determination is not YES, first, the DPO 5 temperature detection signal is received from the temperature sensors 14 to 16 (step a6), and when the DPO temperature T becomes equal to or higher than the regeneration end setting value, (Step c7), and turn off the playback 7 blowfish (Step c5). Then, if the DPO temperature T is less than the regeneration end setting value, the regeneration flag is turned on (step c8), and if forced regeneration is necessary (step c9), the forced regeneration map is turned on (step clo). . Note that step c6. Although c7 is used to detect the end of regeneration in consideration of temperature, it may be omitted. In addition, other 7 lags may be provided in addition to the regeneration flag to indicate that when the DPO temperature exceeds a predetermined temperature, regeneration will occur and self-combustion will end. When the prospect flag is turned on, the operation of the regeneration assisting mechanism is prohibited. The injection timing u control process 70- is performed based on the temperature T of the DPO 5, that is, the DPO inlet temperature T, as shown in FIG.
in, the DPO internal temperature Tf or the DPO outlet temperature is 0 (step di), and this temperature T is 650°C.
If it is above, it is determined that the temperature is abnormally high and step d2
), YES route, map at abnormally high temperature (Ne,
θ), the engine rotates! ! The injection timing is set to be determined by kNe and the pump lever opening degree θ (step d8). That is, this map for abnormally high temperatures is internally set with a fuel injection timing that is advanced compared to the map for normal driving. If the temperature T is 650°C or lower, and the forced regeneration 7 lag is off and the regeneration 7 puffer is off (steps d3 and d4
), the injection timing determined by the engine speed Ne and the pump lever opening degree θ is set based on the map (Ne, θ) during normal driving (step d6). If the forced regeneration flag is off and the regeneration flag is on,
The engine rotation speed N is determined by the map (Ne, θ) during playback.
Injection 11 determined by e and pump lever opening degree θ
, sill ■ is set (step d5). If the forced regeneration flag is on, a preset injection timing for forced regeneration is set (step d7). The solenoid timer ST is switched on and off to achieve these set fuel injection timings so as to obtain high 7 advanced characteristics or middle 7 advanced characteristics, and the retard pulp RV is adjusted as shown in FIGS. 16(a) and (b). ), by switching slowly through duty control, high 7 advanced characteristics or full retard characteristics can be obtained. That is, since the pulp control of the full retard slip/id timer ST has a variation range of 11 to 28 degrees, sudden switching will cause acceleration/deceleration stagnation. In order to reduce the sluggishness at the time of this switching, the duty control of the solenoid timer ST is performed for a sufficiently long time (for example, 2 seconds).
~3 seconds). The switching of the solenoid timer ST by this duty control is changed as follows in each region D1 to D shown in FIG. 15 (step d9). Here, the standby code rSJ indicates switching by duty control, rs(H)J indicates switching by duty control with time hysteresis, rQJ indicates on/off switching, and "-" indicates no switching. It shows. In this way, the switching control is changed according to the zone -D, which is divided by the engine speed and the lever opening degree, so that, for example, in [D, (retard) → D, J],
In order to stabilize the idle, the on/off switch is quickly switched (step d10), and "D3 (retard) →
In D and J, the switching is performed slowly by duty control in order to reduce the shift (step dll).
. Note that the switching time L0 by duty control may be made a function of the engine speed. The EGRIII control process 70- (control process 70- by the exhaust gas recirculation amount changing means) is as shown in Fig. 3.21.
The temperature T of PO5, that is, the DPO inlet temperature T in,
Determine the DPO internal temperature T or the DPO outlet temperature (step el), and if this temperature T is 650°C or higher, it is determined that the temperature is abnormally high (step e2),
After going through the YES route, map (Ne, θ) at abnormally high temperature
97) fi (EG
Corresponds to the amount of R. ) (step e8). In other words, when the regeneration assist mechanism is activated or during normal driving, if the DPO temperature rises abnormally, the EGrjf
Increase i to 1g of Oz in the exhaust gas supplied to DP05.
The absolute amount is lowered by 1 degree or 02 degrees to slow down the combustion of Pct. If the temperature T is 650°C or lower, and the forced regeneration 7 lag is off and the regeneration 7 puffer is off (steps e3.e4
), the amount of EGR pulp 30 determined by the engine speed Ne and the pump lever opening degree θ is set according to the map (Ne, θ) during normal driving (step e6).
), reducing NOx during normal operation. When the forced regeneration flag is off and the regeneration flag is on, and when the forced regeneration flag is on, the EGR pulp 30 is fully closed (steps e5 and e7), and the Dpo
Excessive temperature rise is prevented, and the deterioration of the feeling when the regeneration assist mechanism is activated can be minimized. I Noah F of the EGR valve 30 set in this way
The drive control of the EGR pulp 30 is performed so that the amount of fuel is maintained (step e9). The intake throttle control process 70- (control process 70- by the intake negative pressure changing means) is performed as shown in FIG.
temperature T1, that is, the DPO inlet temperature T i n +
Detects the DPO internal temperature Tf or the DPO outlet temperature T0 (step r1), and if this temperature T is 650°C or higher, it is determined that the temperature is abnormally high (step f2),
After going through the YES route, the abnormal high temperature map (Ne, θ) is used to set the intake throttle valve 21 to m degrees, which is determined by the engine speed Ne and the pump lever opening θ.
Stella acupoint 8). As a result, playback aid 8! When the system is activated, the DPO
When the temperature rises abnormally, the intake throttle valve 21 is fully closed to increase the intake throttle amount, stop intake of fresh air, and suppress combustion of Pat. If the temperature T is 650°C or lower, and the forced regeneration 7 puffer is off and the regeneration 7 lag is off (steps f3 and f4
), during normal driving, in principle, the intake throttle valve 21 is fully opened to reduce the amount of intake throttle, and fresh air is supplied to each cylinder of the Ennon E. If forced playback 7 lag is off and playback 7 lag is on,
The engine rotates according to the map (Ne, θ) during playback! l
The opening of the intake throttle valve 21 is set to be determined by kNe and the pump lever opening θ (step f5). The effects of intake air throttling include a change in the amount of oxygen present in the fresh air and a cooling effect of Ennon E exerted by the heat of the fresh air. By throttling, the exhaust temperature increases. On the other hand, when regenerating DPO5, the intake throttle amount is changed to, for example,
By dividing the control into the pre-stage and post-stage of DPO regeneration, changes in the amount of oxygen during DPO regeneration can be achieved depending on the state in which the amount of intake throttling is small in the pre-stage and the state in which the amount of intake throttling is large in the post-stage. It is possible to control the combustion by I11 etc. If the forced playback flag is on, the forced playback map (
Ne, θ), the opening of the intake throttle valve 21 is set to be determined by the engine speed Ne and the pump lever opening θ (step f7). The drive control of the intake throttle valve 21 is performed so that the intake throttle valve 21 has the throttle opening set in this way (
Stellar acupoint 9). As shown in FIG. 23, in the forced regeneration control process 70-, when the forced regeneration flag is turned on (step g1
), the warning light 127 is blinked (step g2), and if the vehicle is in an idling state such as stopped (step g5), forced regeneration processing is performed (block G
). Even when the forced regeneration switch (S-) is turned on (step g3), the process starts from block G if it is in the idle state. In block G, by supplying a control signal from the ECU 9 to the solenoid 47a, the regeneration on-off valve 133f injector 131. Atomized fuel supply control is performed by the electric heater 132 (step g6), and fuel injection timing control and intake throttle control are performed (step g7).
9g8), and the playback time is integrated (step g9).
). Accumulation of operating time is performed as shown in Figure jllGl 2.13. First, the DPO inlet temperature (DPO upstream exhaust temperature) T in from the temperature sensor 14 is detected, and an addition coefficient of 1 is obtained from the map shown in FIG. Take the product (k,・thread t) of this addition coefficient by 1 and 11tl when DPO5 maintains its temperature Tin,
The cumulative value of the product (Σkl·It), that is, the cumulative value of the operating time is obtained. If this cumulative value exceeds, for example, 30 seconds, it is determined that the forced regeneration has ended (step g10), and the forced regeneration flag is turned off (step gll). This allows playback assistance to be performed by controlling other processing flows.
The operation of lt#lB stops. In addition, there is another cumulative operation time as shown in Figure 12, which is the cumulative value of the time when Tin was 2450°C during the 180 seconds after the DPO inlet temperature Tin exceeded 450°C (ΣIt ), that is, obtain the integrated value of the operating time. For example, if this cumulative value exceeds 60 seconds,
It is determined that forced playback has ended. In calculating each integrated value mentioned above, the DPO internal temperature Tf from the temperature sensor 15 and the DPO temperature from the temperature sensor 16 are used.
The calculation may be performed based on the outlet temperature To. Note that if the forced regeneration switch is off (step g4) or not in the idle state, the process moves to regeneration control processing 70-, and if the forced regeneration 7 lag is off and the regeneration 7 lag is off (step g12), normal driving control is performed. Since the ECU 9 also functions as a regeneration assist mechanism control means, a retardation inhibiting means, and an on-off valve control means, in its function as a retardation inhibiting means, the following information is transmitted from the injection pump lever opening sensor (load sensor) 19. Pump lever opening θ and engine rotation speed N from the Ennon rotation number sensor 20
The operation of the regeneration assisting mechanism is prohibited as shown in FIG. (1) In the region D2 of the Karasugai Tr (accelerator fully open), no retardation is performed in order to secure the output, and the high 7-dance characteristic is maintained at all times. In other words, it is possible to prevent the DPO from being regenerated when the engine is under high load (near the accelerator fully open), ensuring high engine output, and
In this case, since the exhaust gas temperature becomes sufficiently high and the particulates can self-combust, there is less need to operate the regeneration assisting mechanism, and unnecessary operation of the regeneration assisting mechanism can be prevented. (Z) In a region near full throttle other than high load (fully open accelerator), particulates can self-combust without retarding, so no retard is performed and the high advance characteristic is normally used. Note that, after transitioning from the full retard state to this region Ds, the full retard state is maintained for about 10 seconds. By the way, in a region where the engine speed is low or in a low speed and low load region D5 of the engine, the engine is retarded and, at the same time, the on-off valve 133 is opened to open the bypass passage 4a and fuel is injected from the injector 131. Furthermore, the exhaust gas whose atomization of fuel has been promoted by the electric heater 132 is supplied to the ohm-up catalytic converter 130 . As a result, the exhaust gas becomes the turbine 7b of the turbocharger 7.
The exhaust gas temperature is further increased by the ohm-up catalytic converter 130 to around 500° C., and the thus heated exhaust gas flow is directly supplied to the DPO 5. This produces the same effect as increasing the rate of rise in exhaust gas temperature caused by retard control. Moreover, the high temperature exhaust gas that is supplied to DPO5 is
Since the spray is directly blown onto a part of the blown-out part, combustion of the DPO 5 always occurs in the blown-out part, and clogging of the DPO 5 is reliably eliminated in the blown-out part. Furthermore, the combustion of this portion spreads throughout the DPO 5. In addition, a catalyst coated with DPO5+ usually has low activity against HC and CO to suppress the production of sulfate, but the warm-up catalytic converter 130
Since the activity against these HC and CO is high, a greater effect can be obtained. In addition, in a region where the engine speed is low, regeneration may not be performed in order to stabilize the idle, and in this case, the high 7 advance characteristic is always maintained and the operation of the regeneration assist mechanism is prohibited. Ru. Also,! The area indicated by the symbol D4 in the figure is an area in which the DPO5 can be regenerated only by the operation of the regeneration assisting mechanism, and in this area, the regeneration assisting mechanism control function of the ECU 9 causes ), by opening (off) the retard pulp RV, the low 7
Advanced (L) characteristics can be obtained. At this time, solenoid timer ST is turned on (closed). As a result, the regeneration assisting mechanism is activated, the fuel injection timing is retarded, the DPO inlet temperature Tin rises as shown in FIG. 43, and the regeneration of the DPO 5 is promoted. During normal driving, as shown in Figure 14(a),
The performance of the solenoid will be improved depending on the condition of Ennon E. In this example, during long-term continuous low-speed driving,
Even if the active gas temperature remains lower than the combustion start temperature of DPO5 and particulates do not self-combust and accumulate, particulate overloading can be detected by measuring the pressure drop of DPO5. The state is detected, and the regeneration assist fi mechanism is activated to raise the exhaust temperature, thereby performing control to facilitate regeneration. That is, when the loading amount of particulates of the DPO is detected by the regeneration timing detection process 70- shown in FIG. , ECU 9 is an injection pump 17. The operation command is transmitted to each actuator of the EGR valve 3 valve seal 0 and the intake throttle valve 21, and the injection pump 17 performs the injection timing control process 70- shown in FIG.
Accordingly, the EGR valve 3 valve seal 021 is caused by the EGR control process 70- shown in FIG. 170-, respectively. Note that an F pump may be provided to supply fresh air to the bypass passage 4a. As shown in FIGS. 24 to 29, the diesel particulate oxidizer regeneration device as an embodiment of the present invention has a VV equipped with a load sensing timer mechanism.
The E-type timer is provided with a normal timer piston 117, and a hydraulic passage 123 that communicates between the high pressure chamber 124 and the low pressure chamber 125 of this timer piston 117 is provided. A timing control pulp TCV as a valve is interposed. The solenoid 126 & of this timing control valve TCV is connected to the ECU 9, and its valve portion 1
26 is opened and closed under duty control. As a result, it is possible to obtain characteristics with a duty ratio of 100 to 0 (%) as shown by the solid line in FIG. can be obtained, and furthermore, the Ennon rotation speed (
Any advance angle other than high 7 advance, middle 7 advance, and low advance (full retard) can be obtained depending on the pump rotation speed). In each example, since a torque sensor is not used,
As shown in Fig. 27, the upward advance angle 1 is determined by the engine rotation speed Ne and the pump lever opening θ, and the relationship between the engine rotation lkN e, the pump lever opening θ and the torque is shown in Fig. 28. The relationship is as shown in
The amount of advance angle determined by torque and engine speed Ne is,
The torque is calculated by replacing the pump lever opening degree. As shown in FIG. 29, the duty ratio of the timing control pulp is determined by the engine rotational speed Ne and the pump lever opening degree θ. In addition, the reference numeral 102 in FIG. 24 indicates a control lever, 103 a control lever shaft, 1
04 is a shackle, 105 is a banana spring, 106
107 is a tension lever, 107 is a spring, 108 is a drive shaft, 109 is a feed pump, 110 is a regulating valve, 111 is a fly weight, 11
2 is idling or bling, 113 is 7le road 7 noasting screen, 114 is collector lever, 11
5 is a sensing gear plate, 116 is a driving disk, 118 is a cam disk, 111 is a control sleeve, 120 is a blunt gloss, 121 is a magnetic pulp, and 122 is a delivery pulp. The other configuration is the same as that of the first embodiment, and the fuel injection timing control processing flow is as shown in FIG.
The temperature T of PO5, that is, the DPO inlet temperature Tin, D
Detect the PO internal temperature Tf or the DPO outlet temperature To (step hl), and if this temperature T is 650°C or higher, it is determined that the temperature is abnormally high.Step h2), then go through the YES route to determine the abnormally high temperature map. By (Ne, θ),
The injection timing is set to be determined by the engine speed Ne and the pump lever opening degree θ (mode 41 step h).
8). That is, this map for abnormally high temperatures is internally set with a fuel injection timing that is advanced compared to the map for normal driving. If the temperature 7ffiT is 650°C or less, if the forced regeneration flag is off and the regeneration flag is off (step h
3. h4), according to the map (Ne, θ) during normal driving,
The injection timing is set to be determined by the engine speed Ne and the pump lever opening degree θ (Mode 1. Step h
6). If forced playback 7 lag is off and playback 7 lag is on,
Depending on the map (Ne, θ) during playback, the engine rotation speed N
The injection timing is set to be determined by e and the pump lever opening degree θ (mode 2, step h5). If the forced regeneration flag is on, the preset injection timing during forced regeneration is set to the most retarded (full retard) (mode 3, step h7). In order to achieve these set fuel injection timings, it is determined whether the switching method is slow switching or instantaneous switching based on the mode, engine rotational speed Ne, and pump lever opening degree θ (Step h9 in Table 11). If it is determined that the switching is slow, the current injection timing is detected by the injection pump lever opening sensor 19, and the timer piston position r! The timer piston 117 is driven by reading the position of the needle 1 or needle 1J7 sensor (step h10) and considering the difference between the actual injection timing and the target injection timing (step hll). Even when it is determined that the switching is instantaneous, the timer piston position or the position of the needle rest sensor is read (step h12) and the target injection timing is determined. The timer piston 117 is driven so that the
13). Note that other effects of this embodiment are almost the same as those of the tlS1 embodiment. [Effects of the Invention] As detailed above, according to the diesel particulate oxidizer regeneration device of the present invention, particulates discharged from the combustion chamber of the diesel engine are collected in the exhaust passage of the diesel engine. The diesel particulate oxidizer is equipped with a diesel particulate oxidizer consisting of a filter disposed to reduce the temperature and a catalyst supported on the filter. The diesel particulate oxidizer is equipped with a regeneration auxiliary mechanism capable of supplying high-temperature gas for particulate combustion containing a regeneration auxiliary mechanism, and a regeneration auxiliary mechanism control means for controlling the operation of the regeneration auxiliary mechanism. A regeneration time detection means is provided for detecting the regeneration time of the diesel particulate oxidizer in accordance with the above-mentioned diesel particulate oxidizer. A regeneration communication passage is provided which connects the exhaust passage upstream of the toxicizer and the combustion chamber, and an on-off valve and a fuel injection valve upstream heater are inserted in the communication passage to assist the regeneration. The mechanism control means controls the regeneration assist 8! in response to the regeneration time detection signal from the regeneration time detection means. l11, which is configured to output a regeneration control I signal to perform regeneration assistance to the system, and to output a control signal to start the opening operation of the on-off valve and each operation of the fuel injection valve and heater.
One elementary h! With this configuration, you can obtain the following effects or advantages: (1) DPO can be regenerated even when the engine has a low wandering flow rate in the low speed range or at idle, thereby ensuring drivability and retarding the engine in the low speed and low load range. However, it is possible to cause particulates to self-combust. (2) Since the Kanakura metal oxidation catalyst is installed on the upper tiL side of the DPO, it is possible to increase the exhaust temperature during regeneration dark, reduce aldehydes etc. discharged during retardation, and weaken the odor in the exhaust. It will be done. (3) Since the exhaust gas temperature during regeneration is increased, regeneration can be performed without increasing the idle during forced regeneration, thereby suppressing an increase in engine noise.

[Brief explanation of drawings]

Figures fA1 to 23 show a regeneration device for a diesel particulate oxygenator as a first embodiment of the present invention, in which Figure 1 is an overall diagram, Figure 2 is a block diagram, and Figure 3 is a block diagram. The graph showing its action, Figure 44, is a schematic configuration diagram showing the automatic timer composed of the VE type timer of this device, Figure 5 is its hydraulic system diagram, and Figure 6 is the solenoid timer with built-in check pulp in the injection pump. 7 is a sectional view showing the servo pulp timer piston, FIG. 8 is a sectional view showing a modified example of the servo pulp timer piston, and FIG. 9 is a sectional view showing a modified example of the timer piston. Figure 10(a),(b)
) are graphs for explaining the required advance angle characteristics (required fuel injection timing characteristics), Fig. 11 is a graph showing the amount of particulates accumulated in the DPO, and Fig. 12 is a graph for explaining the exhaust temperature upstream of the DPO and the addition. A graph showing the relationship with the coefficient,
The tsla diagram is a graph for explaining the operation of the regeneration assisting mechanism, FIGS. 14(a) and (b) are graphs showing the required advance angle characteristics, and FIG. 15 is for explaining the operation of the regeneration assisting mechanism. 16(a) and 16(b) are graphs for explaining duty control.
Figures 7 to 23 all show control procedures for this device.
24 to 29 are charts showing a regeneration timing control device for a diesel particulate oxidizer as a second embodiment of the present invention, and FIG. 24 is a sectional view showing a VE pump with electronic injection timing control; FIG. 25 is a graph showing the control procedure, and FIGS. 126 to 29 are graphs for explaining the VE water pump action. 1. Cylinder block, 2. Silling head, 3.
- Intake passage, 54... Exhaust passage, 4a... Bypass passage as a communication passage for regeneration, 5... Deep collection type diesel particulate air F oxyguzer (DPO), 6... 77r, 7. Turbocharger Tsuya, 7m...Compressor,
7b--Turbine, 8...Heat insulating pipe, 9...Electronic control device i! which also serves as regeneration auxiliary mechanism control means, retardation inhibiting means, and on-off valve control means! (ECU), 10...pressure sensor, 1
1.12...Electromagnetic three-way switching valve, 11a, 12m...Solenoid, 13...Near filter, 14-16...Temperature sensor, 17...Distribution type fuel injection pump as JgIiM adjustment means during fuel injection, 18 ...Fuel injection timing control means constituting the regeneration auxiliary groove, 19..Injection pump lever opening sensor (load sensor) as an engine condition sensor,
20...Engine speed sensor as an engine state sensor, 21...Intake throttle valve as intake negative pressure changing means,
22...Pressure response device, 22m...Rod, 22b...
Gui 77 Ram, 22c...Pressure chamber, 23...Air filter, 24...Atmospheric passage, 25...Vacuum pump, 2
6...Vacuum passage, 27.28...Solenoid valve, 27a
. 28a...Solenoid, 27b, 28b--Valve body, 29
...EGR passage, 30..EGR valve constituting exhaust gas recirculation amount changing means, 31..Pressure response device, 31a..Rod, 31b..Gui 77 ram, 31c..Pressure chamber, 32
...Air filter, 33..Atmospheric passage, 34..Vacuum passage, 35-37..Solenoid valve, 35&, 36a, 3
7a...Tsure/Ido, 35b, 36b. 37b...Valve body, 38...Pressure sensor, 39...Ruff 1 sensor, 40...Passage, 41...Air fill, 4
2... Vehicle speed sensor, 43... Water temperature sensor as an engine state sensor, 45... Intake throttle valve opening sensor, 46... Idle up actuator constituting the idle up unit, 46a...・Rod, 46
b...Diaphragm, 46c...Pressure chamber, 47...Solenoid valve, 47m...Solenoid, 47b...Valve body, 48...
Air pipe 7 letter, 49.49'... Auto trap, 50... Regulating pulp, 51... Pump chamber, 52... Timer piston, 52a... Oil path, 5
3...Bonbuhatu nong, 54...Pump drive shaft, 55m...$1 timer spring, 55b...P
A2 timer spring, 56... slide bin, 57...
・Roller ring, 57a・・Roller, 58・・Feed pump, 59・・High advance characteristic/middle advance characteristic switching boat, 59a・・Solenoid, 59b・
・Valve body, 60...Check pulp, 60a...Valve body, 6
0b...Spring, 61...Over 70-orifice, 61a--Oil passage, 62...Oil tank, 63...
Plants, 64... Delivery pulp, 65... Fuel injection nozzle, 66... Orifice, 67a. 67b... Hydraulic passage, 68... Retainer, 69... Rod, 69 &... Snap ring, 70... Shim, 71...
・Stopper, 72... ○ ring, 74... Servo pulp timer, 75... Bonphounong, 76... Timer piston, 76a... Recess, 76b... Recess, 77...
High pressure chamber, 78...Low pressure chamber, 79...Servo pulp, 79
a+79b...Land, 79c, 79d...Spring support part, 79e...Guide part, 80.81...Passway, 82...
Connection passage, 83... Passage, 84... Throttle, 85... Strain/id valve (electromagnetic switching valve), 86... Passage, 87.88
・・Restriction, 89・・Feed pump, 90・・Retard solenoid valve, 91・・Blank gloss, 91a・・Nozzle, 92・・Cover, 93・・Shim, 94・・Stopper member, 94a・・Spring receiver Part, 95...First spring, 96...Ring member, 97...70-ting spring bearing member, 98...12 spring, 99-101...Temperature sensor, 102...Control lever, 103-e
Control lever shaft, 104...shackle,
105...Hachi Spring. 10'6・Strong lever, 107・Spring, 108・Drive shaft, 109・Feed pump, 110・Regulating valve, 111・Fly weight, 112
...Idling spring, 113...Full load 7
Noyasting Skrill, 114... Collector Lever,
115...Sensing key 7-f rate, 116...Driving disk, 117...Timer piston, 118
...Cam disc, 119...Control sleeve,
120...Brandsuya, 121...Magnetic pulp,
122...Delivery pulp, 123...Hydraulic passage, 12
4...High pressure chamber, 125...Low pressure chamber, 126...Valve part, 1
26a... Solenoid, 127... Awning balance, 130... Ohm-up catalytic converter (W/UCC) as a Kanakura metal oxidation catalyst, 131... Injector as a fuel injection valve, 131a... Solenoid, 132
...T% upper heater 133...Regeneration on-off valve, 133a.
・Solenoid, B...Battery, E...Diesel ennon, R■...Retard pulp as an on-off valve, ST...
・Refoid timer, TCV as an on-off valve. Timing control valve for on-off valve.

Claims (2)

[Claims] (1) A diesel particulate oxidizer consisting of a filter disposed to collect particulates discharged from the combustion chamber of the diesel engine and a catalyst supported on the filter is provided in the exhaust passage of the diesel engine. At the same time, in order to promote the regeneration of the diesel particulate oxidizer, a regeneration auxiliary mechanism capable of supplying high temperature gas for particulate combustion containing oxygen to the diesel particulate oxidizer, and the operation of the regeneration auxiliary mechanism are controlled. Regeneration auxiliary mechanism control means is provided, and regeneration time detection means is provided for detecting the regeneration time of the diesel particulate oxidizer according to the loading amount of particulates in the diesel particulate oxidizer. In order to supply atomized fuel into the exhaust gas supplied to the diesel particulate oxidizer, a communication passage for regeneration is provided to connect the exhaust passage upstream of the diesel particulate oxidizer and the combustion chamber. An on-off valve, a fuel injection valve, and a heater are inserted in the communication passage, and the regeneration assisting mechanism control means causes the regeneration assisting mechanism to perform regeneration assistance in response to a regeneration timing detection signal from the regeneration timing detection means. A diesel particulate oxidizer, characterized in that the diesel particulate oxidizer is configured to output a regeneration control signal and to output a control signal for starting the opening operation of the on-off valve and the operation of the fuel injection valve and the heater. Iza's playback device. (2) In order to increase the temperature of the exhaust gas supplied to the diesel particulate oxidizer, a rare metal oxidation catalytic converter is inserted in the communication path downstream of the fuel injection valve and heater. , a diesel particulate oxidizer regeneration device according to claim 1.